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J. A. BONNELL.

DERAILING SWITCH.

(No Model.)

Patented May 4, 1886.

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NlTED STATES PATENT OFFICE.

JAMES A. BONNELL, OF BROOKLYN, NEW YOR K.

DERAlLlNG-SWITCH.

(SPECIFICATION forming part of Letters Patent No. 341,400, dated May 4, 1886.

Application filed January 5, 1885'). Serial No. 152,239.

To aZZ whom it may concern Be it known that I, JAMES A. BoNNnLL, a citizen of the United States, and a resident of Brooklyn, in the county of Kings and State of New York, have invented certain new and useful Improvements in Derailing-Switches, of which the following is a specification.

My invention relates to a derailing-switch for use at grade-crossings, junctions, drawbridges, 850., and to be operated simultaneously with the danger-signal to prevent collision between a stationary train and one proceeding, notwithstanding the said signal, by switching the latter train off from the track.

The invention consists in the combination, with a derailing single rail and switch-rail, of a switch-bar connected by a slip-joint to the operatingrod from the signal-house, and a switch-lock consisting of asingle stop or keeper and a crank-cam connected to the rod of the same hand-lever by which the switch is thrown.

In the accompanying drawings, Figure 1 represents a plan view of a derailing apparatus constructed according to my present invention. Fig. 2 is a detail section of the switch-bar and the cam-shaft and its bearings, the section being taken on the line are of Fig. 1, and seen in the direction of arrow 1. Fig. 3isadetailsection on the line 3/ y, seen in the direction of arrow 1, and showing a side view of the crankcam. Fig. 4t shows the lock-keeper in direction of arrow 4.

In the drawings the switch is shown as being open, ready for derailing a train.

A A are the rails of the main track, a the switch-rail, and B the third or derailing rail laid alongside of the rail A, and slightly and gradually diverging from it.

C is the switch-bar, provided with a stop or keeper, 0, which is curved on the side nearest to the rail, being gradually increasing in width from the pointtoward the base. The bar Chas longitudinally a slot, 1), through its free end, and in sliding it rests upon a plate, D, secured to suitable sleepers or timbers, and to the under side of which is secured another plate provided with a lug or bearing, d, as seen in Fig. 2, to receive one end of the cam-shaft E, whose other end works in a bearing, 0, secured underneath the flange of the derailing-rail B.

F is a cam, mounted on the shaft E, and composed of a crank, f, and a toe, e, at an angle (X0 model.)

to the crank, which toe serves to lock the switch-rail a against B when the cam f is turned stop 0. Connection from the crank F to the switch-lever rod G is made by rods 9 h and bell-cranks H I, attached together by suitable pivotal joints, as shown in the drawings.

J is another bell-crank, which, like the bellcranks H I, is fulcrunied to a casting embedded in the ground. The lever J is connected bya jaw with one arm to the rod G, and has fastened to the end of its other arm a pin, 6, which works into the aforesaid slot 1) in the switchbar 0. The construction and arrangement of the rods and levers connecting the switch-bar and the locking-cam to the switch-lever rod G must of course be modified according to the location of the track and the ground.

The operation will be readily understood with reference to Fig. 1, all the parts of which are in position as when the switch is open to derail the train, so that one wheel thereof will run upon the rail B, while the opposite wheel is off the rail A and runs upon the ties and ground of thetrack, as indicated in dottedlines in the drawings. The cam F is thrown back from the keeper 0, there being no necessity of locking the switch when open. XVhen the switchman turns off the dangersignals to indicate all clear, he at the same time moves the rod G in the direction of arrow 2, thereby turning the crank-cam F in the direction indicated by arrow 3 in Fig. 3, to cause the toe e to approach the keeper 0. In the meantime, by the turning of the crank J by the rod G, the pin t travels toward the outer end of the slot b without producing any movement of the switch-bar until it has reached the outer end of the slot, when it pulls the bar with it, closing the switch-rail a against the rail B, to altoward the said rail to engage the keeper or low the train to proceed upon the main track.

Just as the switch closes, the toe e of the cam has turned far enough to engage the curved side of the keeper 0, proceeding downward, on which it tightens the switch-rail against the rail B, and finally stops with its straight under edge in contact with the upper surface of the switch-bar.

In order to again open the switch the bar-G is of course moved in the direction opposite to that indicated by arrow 2, and the pin, traveling inward in the slot b without effecting any movement, allows the switch-bar to remain at rest, while the cam F, for which no slip or movement is provided, rises clear of the keeper ejust in time to allow the switch to be thrown when the pin 1 has reached the inner end of the slot b.

Be it understood that anything herein contained which has been described and claimed in an application for a railway-switch operat ing and locking mechanism, and in another application for a railway-switch lock, both of which are filed simultaneously with this present, is hereby disclai med.

Having thus described my invention, I claim as new and desire to seeu re by Letters Patent The combination, with the track A A, de-

railing-rail B, and switch-rail a, of the switchbar 0, provided with the curve-faced stop or keeper 0, and connected by a slip-joint, b i, and lever J to the switch-lever rod G, and the crankcam F, connected by suitable rods and levers to the said rod G, to lock and unlock the switch by the movement of the switch -lever, all substantially as hereinbefore set forth.

In testimony that I claim the foregoing as my invention I have signed my name, in presence oftwo witnesses, this 1st day of October, 1884.

JAMES A. BONNELL.

Witnesses:

A. \V. ALMQVIST, O. V. HELJESTRAND. 

